It's all market-driven. In this case, they had a very popular and competent basic design with customer demand for more passenger capacity and longer range pulling in one direction and engine manufacturer offering a substantial upgrade, pushing in the same direction. So far, so good. Even the antistall system is a good idea, but the inability of the pilot to completely disengage the system with a single button, and the lack of mandatory simulator or hot seat training on the quirky takeoff characteristic (which would make hand-flying "different but safe") seems to be spoiling the ship (literally) for a hap'orth of tar.

Plenty of aircraft do slightly idiosyncratic things close to the ground, which is "type ratings" are added to pilot licences, but the idea of getting a significant type rating by reading the small print and not actually flying a few circuits with a company-rated instructor, is pushing the envelope too far. Even converting from a Piper Archer (the 4-seat rental "spam can" that practically everyone has flown at some time in basic training) to a Cirrus (same configuration but much slipperier and more electronic) requires 5 hours with a company-certified instructor nowadays.